Inside the Ford Lightning’s Serviceable Battery Modules

The Ford F-150 Lightning’s battery pack doesn’t just pack power—it offers a glimpse into how OEMs are approaching modular design, thermal management, and serviceability in modern electric vehicles (EVs). In this teardown of the Ford Lightning’s battery module, Munro & Associates walk through the 131 kWh extended-range pack, breaking down everything from module layout to coolant plate engineering.

Modular Architecture: 5P8S and 11S Configurations

Ford’s Lightning battery pack contains two types of modules: a smaller 11.95 kWh unit (5P8S) and a larger 16.44 kWh unit (11S). These modules are integrated into the pack based on physical packaging needs rather than uniform design. The smaller module, located at the front of the housing, narrows the pack’s Y-axis profile—an elegant solution that highlights Ford’s packaging flexibility.

Each module uses laser welds to bond pouch cells, offering stronger and cleaner connections than traditional ultrasonic welds. Compared to the Ford Mach-E and Chevrolet Bolt—which use pyramidal ultrasonic weld heads—this represents a strategic shift in assembly technique and manufacturing consistency.

Structural Design: Consistency in Containment

As we progressed through the battery module teardown, key engineering details about the Ford Lightning began to emerge. The battery modules’ end plates mirror structural features found throughout the housing, such as cast aluminum components and top-down fastening techniques. This uniformity extends to current collectors and module casing, emphasizing Ford’s attention to modular serviceability.

Fastening systems, including locking bolts and indexed cooling plates, provide additional rigidity and alignment consistency. These elements suggest a design rooted in lean manufacturing principles, aiming to simplify both production and disassembly.

Cooling Plate Engineering: Complexity vs. Integration

Thermal management is always a hot topic—literally and figuratively—in EV battery design. In the Lightning, each module rests atop a stamped and brazed aluminum coolant plate. These plates are independently plumbed and indexed, with three types of bolt interfaces used to control movement in specific axes:

Four-way holes restrict motion in X and Y
Two-way slots manage linear shifts
Oversized holes accommodate tolerance stacking

This multi-layered strategy helps ensure proper geometric dimensioning and tolerancing (GD&T) during manufacturing. However, it also introduces a large number of interconnects between cooling segments—adding material and labor costs.

By contrast, other OEMs like Volkswagen have implemented large, integrated coolant plates that reduce part counts and connector complexity. If Ford could consolidate these into a single thermal plate, it would reduce cost and simplify manufacturing while enhancing thermal transfer efficiency.

Heat Transfer Chain: The Multilayer Obstacle

The Lightning’s battery cooling must pass through numerous layers before it reaches the pouch cells:

Coolant plate (aluminum)
Thermal paste
Module housing (aluminum)
Another thermal paste layer
Pouch cell casing

Each material acts as a thermal barrier, diminishing overall heat transfer efficiency. In contrast, immersion cooling or direct-to-cell solutions—though harder to implement in high-volume production—offer much better performance.

Still, Ford’s approach provides modularity and supplier flexibility. It also enhances repairability, as each cooling plate can be replaced independently.

Ventilation & Safety: Built-in Blow-Off Paths

Another clever feature of the Ford Lightning is the integration of a “snappy” ventilation system for thermal events. Instead of traditional outgassing ports, Ford employs vent pathways underneath each cell’s end cap—directly where thermal expansion or failure is most likely to occur. This allows gases to escape safely without pressurizing the pack housing, reducing the risk of catastrophic failure.

These vents also serve a secondary purpose: they provide minor fixturing benefits during assembly, likely an unintended but welcome side effect.

Battery Serviceability Focus: Fasteners, Foam, and Reusable Seals

One of Ford’s standout features we found during the teardown of the Lightning’s battery module is its high degree of serviceability. Ford has opted for reusable rubber gaskets on the lid (SMC composite material), in contrast to Tesla’s RTV-based liquid sealants. These can be reopened and resealed without damage—ideal for long-term maintenance or module swaps.

Additionally, the extensive use of fasteners rather than welds on the module periphery allows for easier disassembly. Even the pouch cells themselves are separated by innovative foam strips with unique adhesive properties. These strips:

Retain compression
Prevent shear displacement
Enable expansion and contraction during charge/discharge cycles
Allow for easy module rework without damaging the cells

This system minimizes the risk of deformation, which is critical in pouch cells—where internal shorts can lead to thermal events. It’s a subtle but crucial enabler of lean, safe design.

Centralized BMS Strategy: Simpler, Smarter Control

Rather than placing a dedicated battery management board (BMB) on each module, Ford routes all module voltage taps to a centralized battery management system (BMS). This consolidates control, reduces redundancy, and streamlines harness routing across the pack.

Compared to systems like the Bolt, which integrate multiple BMBs across the housing, Ford’s approach reduces complexity while maintaining flexibility in firmware and diagnostics.

Comparing Ford’s EV Platforms: Lightning vs. Mach-E

Beyond the battery module, the teardown revealed how the Ford Lightning platform diverges from Mach-E in both structure and service philosophy. Though both the Lightning and Mach-E use SK Innovation NMC pouch cells, their pack architecture diverges significantly. The Mach-E shares more in common with the Bolt, including:

Axial compression bolts
Ultrasonic welded tabs
End plates supporting compression
Thicker module stacks (more internal layers)

In contrast, the Lightning uses cast aluminum endplates and relies on pre-load fixtures during assembly. This architectural divergence within the same OEM shows how EV design is still evolving—there are no industry-wide standards yet.

Closing Thoughts: A Platform Built to Learn and Improve

Ford’s Lightning battery pack reflects a deep awareness of the demands of EV production, service, and thermal management. While it doesn’t adopt the most advanced thermal transfer methods, it excels in modularity, ease of assembly, and service-friendly features.

From laser welds to foam separators to reusable gaskets, the Lightning battery shows that Ford is engineering for long-term maintenance—not just one-time production. That’s a signal to investors and enthusiasts alike: Ford is playing the long game in EV technology.

Want More EV Teardowns?

Stay tuned for deeper insights into battery pack architecture, lean manufacturing techniques, and next-gen EV platforms at Munro. For detailed reports, contact us at sales@leandesign.com and don’t forget to subscribe to Munro Live!